Brake pad with thermoelectric energy harvester

ABSTRACT

Various brake pads with thermoelectric energy harvesters are disclosed. In some embodiments, the brake pad comprising a backplate, a pad of friction material, and a TEG module. The backplate can comprise a through-hole in which elements of the TEG module are positioned.

CROSS REFERENCE

Any and all applications for which a foreign or domestic priority claimis identified in the Application Data Sheet as filed with the presentapplication are hereby incorporated by reference under 37 CFR 1.57.

BACKGROUND Field

The present disclosure relates to a brake pad with a thermoelectricenergy harvester designed and constructed for use in rotary or linearbraking systems such as, but not limited to those found in vehicles,windmills, railways, and electromotors, etc.

Related Art

The thermoelectric (Seebeck) effect refers to the conversion of atemperature difference between two sides of a thermoelectric materialinto an electric voltage. In reverse, the thermoelectric effect cancreate a temperature difference by applying an electric voltage to thethermoelectric material.

The thermoelectric effect can be observed in many different materials,such as semiconductor materials. A thermoelectric device can be made oftwo semiconductor materials, one n-doped and the other p-doped. Chargecarriers diffusing between the hot n-doped side to a cold p-doped sideof the semiconductor material (or vice versa) can create a voltagepotential difference across the thermoelectric device. The electricvoltage potential is proportional to the difference in temperaturebetween the two sides.

The two semiconductor materials can be coupled to different thermalsources (one cold and a second warm), creating an ongoing voltagedifference due to the thermoelectric effect. This voltage difference canbe harnessed by an electrical connection between the two sides. A loadacross the electrical connection between the two semiconductor materialscreates a complete circuit through which a current can flow. In thismanner the thermoelectric device behaves like an electric generatorpowered by the temperature differences.

SUMMARY

Thermoelectric devices can be used in several fields of application,including braking systems. In a friction braking system, large amountsof thermal energy are produced. At least a portion of this thermalenergy can be recovered using the thermoelectric effect in the form ofelectrical energy. For example, a vehicle of a mass of 1500 kg braked tostop from an initial speed of 100 km/h using brake pads dissipates about1 MJ through frictional forces. This results in a significant increaseto the internal temperature of the brake pads. Assuming that only a verysmall portion of such energy (5%) is converted into electrical energy,the total amount of the recovered energy (approximately 50 kJ in theabove example) can still be large enough to put to meaningfulapplication. Thus, R&D activities around the world have been focused onrecovering thermal energy from friction brakes.

Some implementations comprise p and n-doped TEG elements interconnectedin series and forming an array located in a specific structure on theback of the pad and having an electrically insulating layer on thebackplate to avoid short circuiting. This solution, while not invasiveof the brake pad, is hardly usable in real applications. It requires asubstantial redesign of a caliper or a pad to account for the remarkablechange in thickness of the TEG-modified pad. Another drawback of thisdesign comes from the small temperature difference expected across thetwo sides of the structure. Because the TEG is located on the oppositeside of the friction material (the warm side of the pad) there is only asmall temperature gradient and, the result is a solution with poorthermal efficiency.

Some implementations comprise a system integrated on a caliper. A heatpipe connected to the caliper touches the TEG external to the caliper.The brake, generally speaking, is on the other side in contact with aradiator to provide the cold side of the element. One drawback of thisapproach is related to the choice of the caliper as a warm side source,since, relative to the other components of a brake systems (rotor, padand caliper), the caliper is colder with a smaller maximum temperatureachieved. This results in an inefficient solution.

Some implementations integrate multiple TEG elements integrated in abrake pad. The TEG elements are on the backplate on the side of thefriction element or within a recess of the backplate on the frictionmaterial side. A cylindrical structure made of friction material andfilled with carbon nanotube material is used as a heat exchanger incontact with the TEG units. One drawback of such solutions is that thereis a limited thermal conductivity of the steel composing the backplatematerials with respect to other metals. Also, the thermal gradient islimited to being between the friction material surface and the backplateon the friction material side. Moreover there are still issues relatedto the manufacturability and reliability of such components; the TEGmodules integrated on the surface of the backplate of the pad andhenceforth are exposed to the intense pressure and forces on the padduring the manufacturing process and during the operation of the brakepad, where pressure can reach up to 400 bar and over. Also, in theconfiguration with a recessed backplate, the NVH properties of the brakepad can be altered. For example, recessed backplate can cause issueswith the friction material's adhesion to the backplate.

Some implementations comprise a TEG brake pad, comprising a TEG elementsarray and a plurality of thermal connection elements in contact with therotor from one side and with the TEG elements on the other side. The TEGarray having means to produce electricity during braking andtransferring heat from the rotor to the brake body. These reliabilityand manufacturability issues are not addressed in this patent. Forinstance, the pressure of the rotor on the pad during braking will bepropagated directly down to the TEG elements in a damaging manner.

Considerations for an effective energy harvesting system can include,for example, increasing and/or maximization of the thermal gradientbetween cold and warm sides of the thermoelectric generator andincreasing and/or maximization of the efficiency of the thermoelectricgenerator (TEG). Moreover, a TEG designed for integration into a brakepad should have a minimal impact on the overall brake pad design andperformance and must be of a robust and reliable design.

As explained above, the impact of integrating a TEG module on a brakepad is often underestimated. Indeed, substantial changes in thestructure of the brake pad or in the backplate of the brake pad tointegrate the TEG trigger changes in the NVH behavior (Noise, Vibrationand Harshness) and in the performances of the brake pad. An integrationapproach that installs the TEG invasively within the backplate surfaceor the friction material may induce complications with the frictionmaterial attachment to the backplate. This is one of the difficultiesblocking real application of the technology.

In various embodiments, the present disclosure provides a brake pad withan integrated thermoelectric energy harvester for a braking system. Insome implementations, this brake pad can overcome the limitationssuffered by other thermoelectric applications in brakes.

In some embodiments, the present disclosure provides a brake pad with anintegrated thermoelectric energy harvester for any braking system havingan improved temperature gradient across the TEG module.

In some embodiments, the present disclosure provides a brake pad with aTEG module for a braking system that has a reduced impact on the brakingdevice. In some implementations of the TEG module integration, issuesrelated to changes on the NVH behavior due to modification, such aschanges in the braking device performances or the detachment of thebrake pad components, can be eliminated or reduced.

In some embodiments, the present disclosure provides a brake pad with aTEG module for any braking system having improved long term reliabilityand pressure load resistance.

In some implementations, the present disclosure comprises a brake padhaving a backplate, a friction pad made of a friction material, and aTEG module comprising p and n-doped semiconductor elements. Thebackplate is provided with a through-hole therein. The p and n-dopedsemiconductor elements of the TEG module are integrated at leastpartially within the through-hole.

In some embodiments of the disclosure, the TEG module is entirelyintegrated in the hole.

In some implementations, a first and a second heat exchanger arepositioned in contact to opposite outer surfaces of the TEG module.

In some implementations, the through-hole has a first end opening on aninternal surface of the backplate and a second end opening on anexternal surface of the backplate.

In some implementations, the through-hole is a spigot-hole of the typepresent on a typical brake pad backplate. The brake pad backplate can befurther suitably processed to integrate the TEG module within thespigot-hole.

In some implementations of the disclosure, the TEG module is in form ofa plate having a first surface facing the internal surface of thebackplate and a second surface facing the external surface of thebackplate.

In some implementations of the disclosure, the first surface is flat andgenerally parallel to the internal surface of the backplate and thesecond surface is flat and generally parallel to the external surface ofthe backplate.

In some implementations of the disclosure, the first and second surfacesof the TEG module are located inside the through-hole.

In some implementations of the disclosure, the first heat exchanger ispositioned in contact on the first surface of the TEG module and thesecond heat exchanger is positioned in contact on the second surface ofthe TEG module.

In some implementations of the disclosure, the first heat exchangerextends within a channel of the friction pad.

In some implementations of the disclosure, the first heat exchanger isfixed to a wall of the channel within the friction material of thefriction pad by a mechanical means (e.g., threaded) or adhesively.

In some implementations of the disclosure, the first heat exchanger issubstantially flush with an external surface of the friction pad.

In some implementations of the disclosure, the first heat exchangerextends in a channel of an underlayer interposed between the frictionpad and the backplate.

In some implementations of the disclosure, the second heat exchanger issubstantially flush with the external surface of the backplate.

In some implementations of the disclosure, at least one of the first andsecond heat exchanges is made of graphite.

In some implementations of the disclosure, the through-hole comprises afirst end section (including the first end of the through-hole) having afirst diameter, an intermediate section having a second diameter largerthan the first diameter, and a second end section (including the secondend of the through-hole) having a third diameter larger than the seconddiameter.

In some implementations of the disclosure, the first and second heatexchangers have cylindrical shapes.

In some implementations of the disclosure, the first heat exchanger isdisposed within the first end section of the through-hole and/or thesecond heat exchanger is disposed within the second end section of thethrough-hole.

In some implementations of the disclosure, the first heat exchanger hasa narrowed end portion or lip engaging the backplate within the firstend section of the through-hole. In this configuration, the narrowed endportion or lip reduce the pressure applied against the TEG module frompressure on the brake pad.

In some implementations of the disclosure, the TEG module is housed inthe intermediate section or entirely within the through-hole.

In some implementations of the disclosure, the backplate has a pluralityof through-holes and a plurality of interconnected TEG modules, each TEGmodule being integrated in a corresponding through-hole.

In some implementations of the disclosure, a braking device includes theabove brake pad and an energy management unit connected to the TEGmodule, the energy management unit having a control logic, a supplyelectric circuit to a load, and an energy accumulator connected to thesupply electrical circuit.

In some implementations of the disclosure, the supply electric circuitincludes a plurality of switches switching between a charge status and adischarge status. The energy accumulator can include a plurality ofcapacitors or super-capacitors. When the switches are in the chargestate, the switches are connected in parallel. When the switches are inthe discharge state, the switches are connected in series with thecapacitors.

BRIEF DESCRIPTION OF THE DRAWINGS

Further characteristics and advantages of the present disclosure willbecome clear from the following description of exemplary embodiments andwith reference to the drawings attached, in which:

FIG. 1 shows a typical temperature profile in a brake pad after orduring braking application;

FIG. 2 shows an internal layout of an exemplary TEG module;

FIG. 3a shows a plan view of a backplate with spigot holes;

FIG. 3b shows a plan view of a detail of a backplate with a spigot holeprocessed to be adapted to integrate a TEG module according to thepresent disclosure;

FIG. 4a shows an exploded view of a brake pad according to a firstembodiment of the disclosure;

FIG. 4b shows a sectional view of an enlarged detail of the brake pad ofthe first embodiment;

FIG. 5 shows a perspective view of the brake pad of FIG. 4a with the TEGmodule and heat exchangers removed for clarity;

FIG. 6 is a plan view of the brake pad according to a second embodimentof the disclosure;

FIG. 7 shows a section of the brake pad taken along lines A-A of FIG. 6;

FIG. 8 shows an enlarged detail of FIG. 7;

FIG. 9 is a plan view of the brake pad according to a third embodimentof the present disclosure;

FIG. 10 shows a section of the brake pad taken along lines A-A of FIG.9;

FIG. 11 shows an enlarged detail of FIG. 10;

FIG. 12a shows a possible parallel connection of TEG modules of thepresent disclosure;

FIG. 12b shows a possible series connection of TEG modules of thepresent disclosure;

FIG. 13a shows the energy managing unit of a braking device including abrake pad according to the present disclosure;

FIG. 13b shows an embodiment of the energy accumulator of the energymanaging unit of FIG. 13 a;

FIG. 14a shows the supply circuit in the charging status;

FIG. 14b shows the supply circuit in the discharging status;

FIG. 15a shows schemes of brake pads of a prototype A used for testing;

FIG. 15b shows schemes of brake pads of a prototype B used for testing;

FIG. 16 shows acquired data from the prototype A; and

FIG. 17 shows acquired data from the prototype A under load.

DETAILED DESCRIPTION

With reference to the above figures, equivalent parts in differentembodiments of the disclosure will be labelled with the same referencenumber.

Overview

The brake pad 1 comprises a backplate 2, a friction pad 4 made of afriction material attached with the backplate 2, and one or more TEGmodules 6. The TEG modules 6 can each comprise n and p-dopedsemiconductor elements. The brake pad 1 can be equipped with anunderlayer 8 interposed between the friction pad 4 and the backplate 2.

The backplate 2 has an internal surface 2 a and an external surface 2 b.In some embodiments the internal surface 2 a and/or the external surface2 b are flat and/or generally parallel to each other. The friction pad 4can attach to the internal surface 2 a of the backplate 2 (such as ifthere is an underlayer 8).

The friction pad 4 can have the external surface 4 a and an internalsurface 4 b. The external and internal surfaces 4 a, 4 b can begenerally parallel to each other and/or flat. The internal and/orexternal surfaces 2 a, 2 b of the backplate can be generally parallelwith the internal and/or external surfaces 4 a, 4 b of the friction pad4.

The underlayer 8 can have a first surface 8 a and a second surface 8 b.The underlayer 8 can include adhesives, thermal insulation, or dampeningmaterial, etc. These first and second surfaces 8 a, 8 b of theunderlayer can be flat and/or generally parallel to the internal surfaceof the backplate 2 a. The first surface 8 a of the underlayer 8 mateswith the internal surface 4 b of the friction pad 4. The second surface8 b of the underlayer 8 mates with the internal surface 2 a of thebackplate 2.

The backplate 2 can be made of a metal, such as steel. The backplate 2can include one or more through-holes 3. The through-holes can also be aspigot-holes, in some implementations. The spigot holes can be used,variously, to secure the backplate in place such as during themanufacture of the brake pad 1 (e.g., assembly with the friction pad 4).

Advantageously, a TEG module 6 can be integrated within a correspondingthrough-hole 3 of the backplate 2. In some implementations, at least nand p-doped semiconductor elements of the TEG module 6 are integratedwithin the hole 3. In some implementations, the TEG module can beentirely disposed within the through-hole 3 such that the TEG module isretained entirely within the backplate 2. In certain implementations,the TEG module is only partially disposed within the through-hole 3(e.g., portions of the TEG extend out one or both ends of the throughhole 3.)

Each through-hole 3 can have a first end 3 a opening on the internalsurface 2 a of the backplate 2. A second end 3 b of the through hole 3can open on an external surface 2 b of the backplate 2.

In some embodiments, the through-hole 3 comprises multiple differentcross sectional shapes. For example, the through hole 3 can include afirst end section 3′ proximate to the first end 3 a of the through-hole3. The first end section 3′ can be cylindrical and have a first diameterD1. The through hole 3 can have an intermediate section 3″. Theintermediate section 3″ can be cylindrical and have a second diameter D2that is larger than the first diameter D1. The through hole 3 can have asecond end section 3′″. The second end section 3′″ can be proximate thesecond end 3 b of the through-hole 3. The second end section 3′″ can becylindrical and have a third diameter D3 that is larger than the seconddiameter D2. The TEG module 6 can be sized to rest within theintermediate section 3″. In some embodiments, existing spigot holes canbe suitably adapted to integrate the TEG module 6, such as by cuttingout the above first, second, and/or third diameters, D1, D2, D3.

In some embodiments, the TEG module 6 is in form of a flat disc or coin(or alternatively any other suitable shape) having a first surface 6 aand a second surface 6 b. The first surface can face towards theinternal surface 2 a of the backplate 2. The second surface 6 b can facetowards the external surface 2 b of the backplate 2. In someembodiments, the first surface 6 a can rest on a lip 31 created betweenthe first end section 3′ and the intermediate section 3″.

In some embodiments, the first surface 6 a of the TEG module 6 isgenerally parallel to the internal surface 2 a of the backplate 2 and/orthe second surface 2 b of the TEG module 6 is generally parallel to theexternal surface 2 b of the backplate 2. In some embodiments, the firstsurface 6 a of the TEG module 6 and/or second surface 6 b of TEG module6 are located inside the through-hole 3 and can be offset therefrom.

In some embodiments a first heat exchanger 5 is positioned in thermalcontact with the first surface 6 a of the TEG module 6. For example, thefirst heat exchanger 5 can directly contact the first surface 6 a orcontact the first surface 6 a through an intermediate layer (e.g., athermal conductive paste) such that heat can be conducted between theTEG module 6 and the first heat exchanger 5. Similarly, a second heatexchanger 7 can be positioned in thermal contact on the second surface 6b of the TEG module 6.

The first heat exchanger 5 can be disposed within a channel 9 throughthe underlayer 8 (if present). The channel 9 can extend through theentire thickness of the underlayer 8 to provide an access path from thefriction pad 4 to the backplate 2.

First Embodiment

In the first embodiment illustrated in FIGS. 4a and 4b , the first heatexchanger 5 may further be disposed within a channel 10 of the frictionpad 4. Channel 10 can extend through at least one portion or the entirethickness of the friction pad 4. The first heat exchanger 5 can besubstantially flush with the main outer surface 4 a of the friction pad4. In certain embodiments, the channel 10 extends only partially throughthe friction pad 4 from the side of the backplate 2.

In some embodiments, the first heat exchanger 5 and/or the second heatexchanger 7 are cylindrical in shape. In some embodiments, the channels9 and/or 10 are cylindrical in shape and comprise interior cylindricalwalls within the underlayer and friction pad, respectively. In someembodiments, an inner end of first heat exchanger 5 can be disposedwithin the first end section 3′ of the through-hole 3. The diameter ofthe channels 9 and 10 can be equivalent to the diameter D1. In certainembodiments, only a narrow end portion of the first heat exchanger cancontact the TEG module through the first end section 3′, as describedfurther below in embodiment 2.

An inner end of second heat exchanger 7 can be disposed within thesecond end section 3′″ of the through-hole 3. The second heat exchanger7 can be in the form of a plate or coin that fits within the second endsection 3′″ of the through-hole 3. An outer surface of the second heatexchanger 7 can extend towards the second end 3 b of the through-hole 3.In some embodiments, the outer surface of the second heat exchanger 7can be substantially flush with the external surface 2 b of thebackplate 2. In certain embodiments, outer surface of the second heatexchanger 7 can extend short of or beyond the external surface 2 b.

Let us refer back to the typical temperature profile in a brake padafter or during some braking applications as shown in FIG. 1. Theprofile illustrated in FIG. 1 was created by placing thermal probes intothe friction material, rotor, and backplate. In FIG. 1 is shown thethermal profile of the brake pad from the rotor surface (warm side) downto the backplate (cold side). It is seen that the last two measuredpoints A, B are relate to the two sides of the backplate on the frictionmaterial side and the opposite. It can be appreciated that thetemperature drops approximately 50° C. between the two sides of thebackplate, an approximately 25% drop. Theoretically, approximately 25%of the efficiency can be recovered by a careful design in positioningthe cold side heat exchanger.

In some embodiments, the disclosed brake pad exploits spigot holesnormally present in a backplate of a brake pad. These spigot holestypically play a role during the pressing of the friction material inthe manufacturing process. Spigot holes are ideal for TEG moduleintegration into the brake pad since they do not offer any contributionto the adhesion between friction material and backplate. Spigot holes doput in connection, the inner side of the backplate with its externalside and provide an ideal location to maximize the temperature gradientacross the backplate. Moreover, the use of spigot holes, in someimplementations, does not require any mechanical or structuralmodification of the brake pad to contact interior and external side ofthe brake pad. In certain embodiments, only minimal modification isnecessary, as discussed herein. This has the advantage of so minimizingany pernicious impact on the NVH performance of the brake pad due tomechanical modifications.

With further reference to FIGS. 4 and 5, the through hole 3 on thebackplate 2 can be made, in some implementations, by modifying anexisting spigot hole or other through-hole to integrate the TEG module 6and the heat exchangers 5, 7. To modify an existing spigot hole, a firstrecess is milled (or drilled) to create the second end section 3′″ ofthe through-hole 3. The first recess can be axially aligned with theoriginal spigot hole. The second end section 3′″ can be about 2 to 3 mmdeep. A second recess can be milled in the bottom surface of the firstrecess to create the cylindrical intermediate section 3″. The secondrecess can be axially aligned with the first recess. The second recesscan be of any depth, such as a depth corresponding to a height of theTEG module. A third recess can be milled to create the first endsections 3′. In certain implementations, the spigot hole itself, withits original diameter can be the first end section 3′ withoutalteration.

Channel 9 can be created within the underlayer 8 and channel 10 can becreated through friction pad 4. In some embodiment, the channel 10 canbe tapped. In this case, the first heat exchanger 5 includes at leastone thread to engage with the threads of the channel 10 of the frictionpad 4. The first heat exchanger 5 can be screwed into the frictionmaterial. This arrangement can function to support the first heatexchanger 5 against pressure applied to the brake pad. This can inhibitor prevent undue pressure on the underlying TEG module 6 from the use ofthe brake pad 1 (e.g., pressure from the brakes against the rotor disk).

In some embodiments, such as those shown in FIGS. 8 and 11, the firstheat exchanger 5 has a narrowed cylindrical end portion 5′. Thisnarrowed cylindrical end portion 5′ can be inserted into the backplate 2and contact the TEG module 6. A widened end portion 5″ forming a lip onthe first heat exchanger 5 can engage with a corresponding lip 81 on theunderlayer 8 or within the friction pad 4. This can inhibit or preventundue pressure on the surface of the underlying TEG module 6 from theuse of the brake pad 1. Alternatively, the lip 81 can be the backplate2.

In certain embodiments, the first heat exchanger 5 is attached withinthe channel 10 by gluing to the friction pad (e.g., using structuralhigh temperature resin of the siliconic, bismalleimide, epoxidic, estercyanides or polyimide families). The selected glue material can fillgaps between the first heat exchanger 5 and the friction materialforming the channel 10 and seal against water absorption.

The end face of the first heat exchanger 5 can be flat (or any othershape) to fit with the correspondingly shaped face of the TEG module 6.The TEG module 6 can be composed of at least two opposite p- and n-dopedsemiconductor materials. Two terminals of the TEG module can be closedby two high temperature cables or other charge carrying conductors thatcarry generated current generated by the TEG module outside of the TEGmodule. The two high temperature cables or other charge carryingconductors can extend through an aperture the second heat exchanger 7 orbetween the base plate 2 and the second heat exchanger 7.

The first surface 6 a of the module 6 can be in direct contact with thecorresponding flat face of the first heat exchanger 5. A thin layer ofhigh temperature thermal conductive paste can be used to improve thethermal contact between parts 5 and 6. The other surface 6 b of themodule 6 can be in contact with the corresponding flat face of thesecond heat exchanger 7.

The second (cold side) heat exchanger 7 being flat can be made ofmaterials with high thermal conductivity, such as but not limited toaluminum or copper, that keeps the cold side of the module 6 close to orat the same temperature of the external side of the backplate 2. In someembodiments, the higher thermal conductivity of such material withrespect the steel adopted for standard brake pads can keep the secondheat exchanger 7 cooler than the backplate 2.

In the first embodiment, the first heat exchanger 5 (in the form of athreaded metallic pin on the hot side) is positioned into thecylindrical first end section 3′ of the through-hole 3. High temperatureglues or sealant can be placed into the hole 3 to seal the space betweenthe cylindrical first end section 3′ of the through-hole 3 and thescrewed metallic pin.

A thermal paste can be positioned upon the metallic flat face of thefirst heat exchanger 5 and the TEG module 6 can be placed in contactwith the first face of the first heat exchanger 5 within the cylindricalintermediate section 3″ of the through-hole 3. Cables or interconnectingelements are extended outside of the through-hole 3 onto the surface ofthe backplate 2 (either around or through some aperture in the secondheat exchanger 7).

A thermal paste or sealing thermal glue can be placed on top of the TEGmodule 6 and the second heat exchanger 7 (in the form of a disk or coin)can be placed in contact with the TEG module. The second heat exchanger7 can close the through-hole 3 completely. This can perfectly align thebackplate 2 with the second heat exchanger's surface to avoid formationof unwanted drag on the caliper on which brake pad 1 mounts.

Once assembled the brake pad 1 is ready to be used on the caliper. Byinterconnecting the two terminals (e.g., the cables integrated on thebrake pad 1) a load can be fed by the TEG module 6 in the brake pad 1 aslong as a thermal gradient is present across the brake pad 1.

In some embodiments, the first heat exchanger 5 can made of highlythermal conductive and/or cheap metals (aluminum and copper). Otherinsulating materials with high thermal conduction (e.g., ceramics,alumina and others) can be used.

Second Embodiment

A second embodiment of the disclosure is shown in FIGS. 6 to 8. In someimplementations, a first heat exchanger 5 made of metal is undesirablebecause of the risk of damage to the brake discs. The brake disk canquickly be irreparably damaged. In certain implementations, such aswhere coated brake disks are used, the scraping action of the metal heatexchanger on a disk surface is not an issue. For example, the coatingcan be very hard and/or the pad can wear very little.

In the second embodiment, a soft material with high thermal conductivitycan be used to avoid surface damage to the brake discs. A material withsuch characteristics is graphite. Graphite has in fact a thermalconductivity comparable to those of many metals (usually comprisedbetween λ50-400 W/mK) and in some cases larger than that of aluminum(approximately λ180 W/mK).

The large spread of values of thermal conductivity for graphite is dueto the fact that in-plane conductivity is much larger than intra-planarconductivity (two orders smaller). As a result the actual thermalconductivity value will be influenced by the purity level and the grainorientation of the microstructure of the graphite materials whichcompose a typical graphite rod. The thermal conductivity depends on thefraction of the grains oriented along the cylinder axis of the rod withthe graphite plane on that direction. A preferred choice is for graphitecompounds with conductivity larger than λ100 W/mK, and preferably largerthan λ200 W/mK, which can be higher than some metals.

In the second embodiment, the first heat exchanger 5 can be made ofgraphite. This graphite first heat exchanger 5 is modeled in a similarway than the metallic version. In some implementations, one flat face ofthe first heat exchanger 5 can be aligned with exterior surface 4 a ofthe friction material pad 4 and the other flat face hosting acorresponding flat face 6 a of the module 6.

As noted above, to release pressure on module 6, the first heatexchanger 5 can also have the narrowed end portion 5′ and a widerportion 5″. The narrowed end portion 5′ can contact the module 6. Thelip formed by the wider portion 5″ can engage the corresponding lip onany of the backplate 2 (e.g., around the first end section 3′ of thethrough-hole 3), the underlayer 8, or the friction pad 4. This way anypotential impact on the brake pad specifications can be lessened.

TEG module 6 can be integrated on the backplate 2 within theintermediate section 3″ in a similar way as done for the previouslydiscussed embodiment. The second heat exchanger 7 on the cold side canbe made of any suitable material including graphite or metal.

Using graphite material for first heat exchanger 5 provides theadvantages of not interfering with the braking action of the brake pad1. Graphite will not scrap the disc rotor surface. Graphite is commonlyused in the brake pads 4 as a lubrication materials to balance differentphysical properties of friction pads. The graphite first heat exchanger5 will wear into a flat surface in contact with the disc rotor, ensuringa good thermal contact with the disc rotor.

Third Embodiment

A third embodiment is illustrated in FIGS. 9 to 11. In the thirdembodiment, a short first heat exchanger 5 on the warm side can be used.In particular, instead of extending up to the level of the exteriorsurface 4 a of the friction material 4 to be directly in contact withthe brake disc rotor, the first heat exchanger 5 is maintained withinthe friction pad 4. For example, the first heat exchanger 5 can belimited to the edge of the underlayer 8. In certain implementations, thechannel 10 is located at least partially within the friction pad, butnot all the way to the exterior surface 4 a; the channel 10 can extendthrough less than half the friction pad in such an embodiment.

The third embodiment is less efficient than the first two because of thesmaller thermal gradient across the two sides of the module 6. Thisembodiment can be beneficial because it requires little or no invasivemanufacture/modification of the brake pad 1. The third embodiment canalso have a lower cost due to the smaller quantities of materialsemployed. This embodiment can be used for, but is not limited to,applications in friction brakes or friction based applications (BrakeDrums, Clutches etc.) where the amount of produced energy is not themain goal, (e.g., low power applications, sensors, wireless sensorsapplication). The material employed for the heat exchangers 5, 7 will bedriven by cost and efficiencies issues.

The two heat exchangers 5, 7 in the third embodiment can be made ofmetal or graphite indifferently since the two heat exchangers 5, 7 willbe beneath the friction material of the friction pad 4. In someimplementations, a face of the first heat exchanger 5 is substantiallyin line with the second surface 8 a of the underlayer 8 to optimize thethermal gradient.

In all the embodiments disclosed herein, multiple similar structures canbe realized on the same brake pad 1. This can be done for example bysimply exploiting all the present spigot holes in the brake pad, whichnormally includes 2 or 3 in a standard brake pad. In addition or in lieuof the existing spigot holes, one or more through-holes 3 can be made inthe backplate 2 to host more modules 6 within the brake pad 1.

Certain Electrical Connections

The multiple modules 6 can be interconnected in series and/or parallelinterconnections. The decision series or parallel can depend, forexample, on whether the voltage outputs or the electrical currents areto be the focus, or both (see FIGS. 12a and 12b ).

Advantageously an energy management unit 12 can be connected to the oneor more TEG modules 6. The energy management unit 12 can include logiccontroller 17, which can be ultra-low-power, a supply electric circuit13 to a load 14, and/or an energy accumulator 15 connected to the supplyelectrical circuit 13.

The supply electric circuit 13 comprises a plurality of switches 16switching between a charge status and a discharge status. The energyaccumulator 15 comprises a plurality of capacitors 15′. In the chargestatus, the switches 16 connect in parallel with the capacitors 15′. Inthe discharge status, switches 16 connect in series with the capacitors15′.

The energy management unit 12 can be used to maximize the energyrecovered from the TEG modules and can be used to supply the powergenerated to feed the specific application powered with this unit. Theenergy management unit 12 can be important, for example in a brakingsystem, in which usage is unpredictable and/or random in general.Therefore, the usability of a TEG modules 6 integrated into the pad canbenefit from integration with the energy management unit 12.

With reference to FIGS. 13a, 13b, 14a, 14b the output from the TEGmodule 6 can be managed by a voltage regulator 18. The voltage regulate18 can be used to get approximately the same voltage used load theenergy accumulator 15. The logic controller 17 manages and controls theswitches 16 from the charge status of the capacitors 15′ to thedischarge status based on when the load 14 conditions require highquantities of current. The logic controller 17 operates, in someembodiments, on the voltage regulator 18, which is used as a smartswitch for opening and closing the branch of the circuit 13 connectedwith the external load 14.

In FIG. 14a , all the switches 16 are closed corresponding to the chargestate, except the switches on the diagonal. This means that all thecapacitors 15′ are charging based on the module 6 and they will chargeat the same voltage emitted from the voltage regulator 18. Thiscondition will happen whenever no load is present on the circuit 13 orwhere the load 14 does not require any current from the module 6.

In FIG. 14b , the logic controller 17 opens all the switches 16 to thedischarge state, with the exception of those on the diagonal. As aresult the first capacitor 15′ is sectioned from the rest of the circuitand it is still fed by the module 6 to keep charging during this phase.The remaining capacitors 15′ are now in series and can feed an externalcircuit with higher voltage.

This configuration can allow the use of a simplified module 6 with loweroperating voltage (so cheaper) and capable of generating current even inmild operating condition (small thermal gradients). While in adischarging state the same simplified module 6 can power standardelectronic systems (at higher voltages) without any specialrequirements. For example, standard components can be used that arecompatibility with automotive standards.

Examples

FIGS. 15a, 15b , 16 and 17 show the result of testing sessions on twodifferent energy harvesting prototypes. Prototype A, shown in FIG. 15a ,is similar to the second embodiment discussed above where the first heatexchanger 5 is made of graphite and the second heat exchanger 7 is madeof aluminum. Prototype B, shown in FIG. 15b , is similar to the thirdembodiment, but includes only a TEG module 6 and no first heat exchanger5.

Both graphite (λ50-400 W/mK) and aluminum (λ180 W/mK) are good thermalconductors that facilitate a good thermal transport through the pad.Concerning prototype A, the presence of graphite on the frictionmaterial surface doesn't produce damages on the disc due the graphitetendency to exfoliate itself.

The test consists in brake applications at mild pressure (up to 10 bars)with the aim to establish a thermal gradient between the frictionmaterial side and the backplate side. The disc temperature is assumed tobe equal to the temperature of the friction material temperature on thehot side and was acquired with a pyrometer. The backplate temperature onthe cold side was acquired with a K-type thermocouple. The voltage fromthe TEG module was also measured in order to estimate the efficiency ofthe system in terms of power end energy generated during the brakeapplication.

Prototype A is the most efficient of tested prototypes in terms of powergeneration. As shown in FIG. 16, for a maximum thermal gradient of 170°C., the TEG module produces a maximum voltage of 3.8V. When the disctemperature exceeds the set point (200° C.) the system is cooled. Thisperiod allows one to see the cooling dynamics of the TEG module. Afterthe pressure is off the brake pads, it is possible estimate the loss ofvoltage during the cool down time. In the first 50 seconds the voltageloss over time is dV/dt 50 mV/s after the transient the systemthermalized and dV/dt became approximately zero with a voltage output of500 mV.

The FIG. 16 at right side shows the comparison between voltage, powerand energy generated during the brake application. The power reaches thepeak value 700 mW and the energy generated during the brake applicationis near 20 J.

The TEG module can operate as voltage generator. In order to estimatethe total power generated during the brake application a load was placedon the circuit between the two poles of the TEG module.

When performing the same test with the presence of a resistive load, asshown in FIG. 17, it was observed that output voltage decreased from 3.5to 1.8 V. The smaller voltage level reached is associated with aninternal power losses with respect the open circuit condition withoutload. The power will drop correspondently for a single module.Nevertheless this is a remarkable power for such a small TEG module (<1cm²).

Prototype B is less efficient than prototype A, but performed wellnevertheless. The advantage of the prototype B is that the TEG module isembedded inside the underlayer which has a protective function. Bothsystems, once coupled to an energy management system, can feedelectronic systems for a time that will be determined by the amount ofenergy harvested.

Certain Terminology

Although certain brake pads with thermoelectric energy harvesters havebeen disclosed in the context of certain example embodiments, it will beunderstood by those skilled in the art that the scope of this disclosureextends beyond the specifically disclosed embodiments to otheralternative embodiments and/or uses of the embodiments and certainmodifications and equivalents thereof. Use with any structure isexpressly within the scope of this invention. Various features andaspects of the disclosed embodiments can be combined with or substitutedfor one another in order to form varying modes of the assembly. Thescope of this disclosure should not be limited by the particulardisclosed embodiments described herein.

Certain features that are described in this disclosure in the context ofseparate implementations can also be implemented in combination in asingle implementation. Conversely, various features that are describedin the context of a single implementation can also be implemented inmultiple implementations separately or in any suitable subcombination.Moreover, although features may be described above as acting in certaincombinations, one or more features from a claimed combination can, insome cases, be excised from the combination, and the combination may beclaimed as any subcombination or variation of any subcombination.

Terms of orientation used herein, such as “top,” “bottom,” “proximal,”“distal,” “longitudinal,” “lateral,” and “end” are used in the contextof the illustrated embodiment. However, the present disclosure shouldnot be limited to the illustrated orientation. Indeed, otherorientations are possible and are within the scope of this disclosure.Terms relating to circular shapes as used herein, such as diameter orradius, should be understood not to require perfect circular structures,but rather should be applied to any suitable structure with across-sectional region that can be measured from side-to-side. Termsrelating to shapes generally, such as “circular” or “cylindrical” or“semi-circular” or “semi-cylindrical” or any related or similar terms,are not required to conform strictly to the mathematical definitions ofcircles or cylinders or other structures, but can encompass structuresthat are reasonably close approximations.

Conditional language, such as “can,” “could,” “might,” or “may,” unlessspecifically stated otherwise, or otherwise understood within thecontext as used, is generally intended to convey that certainembodiments include or do not include, certain features, elements,and/or steps. Thus, such conditional language is not generally intendedto imply that features, elements, and/or steps are in any way requiredfor one or more embodiments.

Conjunctive language, such as the phrase “at least one of X, Y, and Z,”unless specifically stated otherwise, is otherwise understood with thecontext as used in general to convey that an item, term, etc. may beeither X, Y, or Z. Thus, such conjunctive language is not generallyintended to imply that certain embodiments require the presence of atleast one of X, at least one of Y, and at least one of Z.

The terms “approximately,” “about,” and “substantially” as used hereinrepresent an amount close to the stated amount that still performs adesired function or achieves a desired result. For example, in someembodiments, as the context may dictate, the terms “approximately”,“about”, and “substantially” may refer to an amount that is within lessthan or equal to 10% of the stated amount. The term “generally” as usedherein represents a value, amount, or characteristic that predominantlyincludes or tends toward a particular value, amount, or characteristic.As an example, in certain embodiments, as the context may dictate, theterm “generally parallel” can refer to something that departs fromexactly parallel by less than or equal to 20 degrees.

Some embodiments have been described in connection with the accompanyingdrawings. The figures are to scale, but such scale should not belimiting, since dimensions and proportions other than what are shown arecontemplated and are within the scope of the disclosed invention.Distances, angles, etc. are merely illustrative and do not necessarilybear an exact relationship to actual dimensions and layout of thedevices illustrated. Components can be added, removed, and/orrearranged. Further, the disclosure herein of any particular feature,aspect, method, property, characteristic, quality, attribute, element,or the like in connection with various embodiments can be used in allother embodiments set forth herein. Additionally, it will be recognizedthat any methods described herein may be practiced using any devicesuitable for performing the recited steps.

SUMMARY

Various illustrative embodiments of brake pads with thermoelectricenergy harvesters have been disclosed. Although these brake pads havebeen disclosed in the context of those embodiments, this disclosureextends beyond the specifically disclosed embodiments to otheralternative embodiments and/or other uses of the embodiments, as well asto certain modifications and equivalents thereof. This disclosureexpressly contemplates that various features and aspects of thedisclosed embodiments can be combined with, or substituted for, oneanother. Accordingly, the scope of this disclosure should not be limitedby the particular disclosed embodiments described above, but should bedetermined only by a fair reading of the claims that follow as well astheir full scope of equivalents.

1. (canceled)
 2. A brake pad, comprising: a backplate; a friction padmade of a friction material and supported by the backplate, an exteriorsurface of the friction pad facing away from the backplate and aninterior surface of the friction pad facing the backplate; an underlayerbetween the backplate and the friction pad, wherein a passageway extendsthrough the backplate and the underlayer; a thermoelectric generator(TEG) module comprising p-doped and n-doped semiconductor elements; afirst heat exchanger positioned in the passageway and in thermal contactwith a first surface of the TEG module and with the interior surface ofthe friction pad; and a second heat exchanger in the passageway and inthermal contact with a second surface of the TEG module, the secondsurface being opposite the first surface, the TEG module positionedbetween the first heat exchanger and the second heat exchanger in theaxial direction of the passageway.
 3. The brake pad according to claim2, wherein the passageway comprises a channel in the backplate and theTEG module is entirely positioned within the channel.
 4. The brake padaccording to claim 3, wherein: the channel comprises a cylindrical firstend section having a first diameter, a cylindrical intermediate sectionhaving a second diameter, and a cylindrical second end section having athird diameter; and the third diameter is greater than the seconddiameter, and the second diameter is greater than the first diameter. 5.The brake pad according to claim 4, wherein the TEG module is disposedwithin the cylindrical intermediate section.
 6. The brake pad accordingto claim 4, wherein the channel comprises a spigot hole.
 7. The brakepad according to claim 2, wherein the passageway comprises a channelformed in the friction material of the friction pad, and the first heatexchanger is disposed within the channel.
 8. The brake pad according toclaim 7, wherein the channel formed in the friction material does notextend to an external surface of the friction pad.
 9. The brake padaccording to claim 8, wherein the first heat exchanger is fixed to aninterior wall of the friction material.
 10. The brake pad according toclaim 9, wherein the first heat exchanger is adhesively fixed to theinterior wall of the friction material.
 11. The brake pad according toclaim 2, wherein the TEG module and the brake pad are arranged withrespect to one another such that the friction material of the brake padrelieves pressure on the TEG module from braking action of the brakepad.
 12. The brake pad according to claim 2, wherein the underlayercomprises a dampening material.
 13. The brake pad according to claim 2,wherein the first heat exchanger comprises graphite.
 14. The brake padaccording to claim 13, wherein the second heat exchanger comprisesgraphite.
 15. The brake pad according to claim 2, wherein a face of thefirst heat exchanger is substantially in line with a surface of theunderlayer.
 16. The brake pad according to claim 2, further comprisingan energy management unit connected to the TEG module, the energymanagement unit comprising: a logic control; a supply electric circuitcoupled with a load, the supply electric circuit comprising a pluralityof switches switching between a charge status and a discharge status;and an energy accumulator connected to the supply electrical circuit,the energy accumulator comprising a plurality of capacitors; wherein inthe charge state the switches connect in parallel with the capacitorsand in the discharge state the switches connect in series with thecapacitors.
 17. A method of modifying an existing brake pad to include aTEG module, comprising: obtaining a brake pad, the brake pad comprisinga backplate with a spigot hole, a friction pad including frictionmaterial, and an underlayer between the backplate and the friction pad;forming a first cylindrical end section having a first diameter withinthe backplate, wherein the first cylindrical end section comprises anoriginal diameter of the spigot hole; forming an intermediatecylindrical section having a second diameter within the backplate, thesecond diameter being greater than the first diameter, the intermediatecylindrical section being axially aligned with the spigot hole; forminga second cylindrical end section having a third diameter within thebackplate, the third diameter being greater than the second diameter,the second cylindrical end section being axially aligned with the spigothole; wherein a passageway in the brake pad comprises the firstcylindrical section, the intermediate cylindrical section, and thesecond cylindrical section; inserting a first heat exchanger within thepassageway; inserting the TEG module within the passageway; andinserting a second heat exchanger within the passageway, the first andsecond heat exchangers thermally contacting the TEG module, and whereinthe TEG module is positioned between the first heat exchanger and thesecond heat exchanger in the axial direction of the passageway.
 18. Themethod according to claim 17, further comprising forming a channelwithin the friction material of the friction pad, the channel axiallyaligned with the spigot hole, wherein the channel does not extend to anexternal surface of the friction pad.
 19. The method according to claim18, further comprising fixing the first heat exchanger to the frictionmaterial surrounding the channel.
 20. The brake pad according to claim17, wherein the second heat exchanger is positioned within the secondcylindrical section.
 21. The brake pad according to claim 20, whereinthe second heat exchanger is configured to close the channel.